Aeronca 7AC accident near Haverhill, New Hampshire, April 15, 2006
On April 15, 2006 at about 3:50 pm local time, a Aeronca 7AC, registered N82320, was substantially damaged in an accident near Haverhill, New Hampshire. It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The flight instructor's inadequate preflight planning, which resulted in a forced landing and subsequent impact with a sign.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 15, 2006 · about 3:50 pm local time
- Place
- Haverhill, New Hampshire · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aeronca 7AC · all 7ACs on the register
- Registration
- N82320 · registry record · serial 7AC-949
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During departure from runway 19, a 2,500-foot long, by 60-foot wide runway, the airplane "experienced difficulty climbing." When the flight instructor realized the airplane would not be able to clear trees at the end of the runway, he performed a forced landing to a field. During the landing, the airplane impacted a sign, resulting in substantial damage. The flight instructor reported no mechanical deficiencies with the airplane, and additionally stated that the wind conditions were "gusty" at the time of takeoff. He reported that the maximum gross weight of the airplane was 1,220 pounds, and the airplane weight at the time of the accident was 1,171 pounds. He stated the accident could have been prevented if "only one person was onboard the airplane, as the horsepower was marginal with two people onboard." He also stated that he should have been more aware of the changing wind conditions. The closest recorded weather observation, from an airport 27 miles to the northwest, included winds from 230 degrees at 11 knots, gusting to 21 knots.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane; rotorcraft: glider
- Flight time: 4,000 hours in all; 200 in this make and model; 4,000 as pilot in command
- Last flight review: June 1, 2005
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rear
- Injury: no injuries
Pilot
- Certificate: private
- Ratings: single-engine land
- Last flight review: April 1, 2000
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 2,472 hours
- Last inspection: 100-hour inspection, August 1, 2005
- Maximum gross weight: 1,220 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A-65 (piston); 0 hours total
The flight
- Departed from: 2B9 Post Mills VT at 3:00 pm
- Destination: 2B9
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 230° at 11 knots, gusting 21
- Visibility: 10 statute miles
- Sky: broken clouds at 6,500 ft; scat at 4,900 ft
- Temperature: 63°F (17°C), dew point 41°F (5°C)
- Altimeter: 29.42 inHg
- Observation at 3:51 pm from MPV, 27 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.